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222 power output 𝑊𝑜𝑢𝑡 of 74.4% and 13.6 kW, respectively. The code also presented a turbine with a compact size (𝑟1 = 50.7 𝑚𝑚), which could be beneficial in vehicular applications. The novel MOC was validated with experimental works from three turbines and presented good prediction. The maximum deviation was 6.6% with the turbine that had missing geometrical parameters. For the turbine designed and tested in the current thesis, the maximum deviation was 2.8%. 8.3 The optimised turbine was further evaluated by performing an intensive CFD analysis using ANSYS CFX. The CFD results were useful for the designed turbine for two reasons. Firstly, they were used to validate the proposed methodology. Secondly, they were used to investigate the complex flow nature within the turbine. Lastly, a test rig that contained an ORC thermal oil loop was built around anHDD engine and was tested at partial load conditions due to the technical limit of the dynamometer. The current literature lacks such realistic tests in ICEs. Therefore, the results of the test were beneficial to the field. The test results were also crucial for validating the proposed design methodology in the current work. The results showed that the maximum thermal efficiency of the ORC was approximately 4.3%. Simultaneously, the maximum generated power was 6.3 kW at 20,000 rpm and a pressure ratio of 5.9. The isentropic efficiency reached its peak of 35.2% at 20,000 rpm and 27% at 15,000 rpm. The test was run at an operating point away from the optimum due to the technical issue of the dynamometer. Recommendations for Future Work In addition to other key contributions, this thesis covered two of the most frequently mentioned aspects forfuture work in recent studies [13], [14], [240]; specifically, the development of an performance prediction methodology and an experimental test rig. However, the following aspects require further research:PDF Image | Automotive Radial Turbine Expander Design WHR
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